Gear shifting mechanism



April 1, 1941; H. w. FmcE GEAR SHIFT'ING MECHANISM Original Filed Oct. 4, 1934 14 Sheets-Sheet l INMW TOR. #9201 0 PMC45- BY I;

. AT ORNEY April 1, 1941. H. w. PRICE GEAR SHIFTING MECHANISM Origins- 1 Filed Oct. 4, 1934 14 Sheets-Sheet 2 'IIIIII IIIII n I l I I I I I 1 0 M I u )GNITIQN SWITCH INVENTOR. Hfi/POLD W PRICE ATT RNEY April 1941 H. w. PRICE. .2 7.254

GEAR SHIFT'ING MECHANISM Original Filed. Oct. 4, 1934 l4 Sheets-Sheet 3 will u /az /7! WV /62 Cm. VAC CYL M0 Fla/4 FIG 47.

Z6 /Z4 I 1N VEN TOR. H/QROLD N PR/CE A T ORNEY April 1, 1941. H. w. PRICE GEAR SHIFT'ING MECHANISM original Filed Oct. 4, 1954 14 Sheets-Sheet 4 I N V EN TOR. Hagan M PRICE AT RNEY April 1, 1941. H. w. PRICE 2,237,264

GEAR SHIFTING MECHANISM Original Filed Oct. 4,1954 14 Sheets-Sheet 5 Z40 73 246/ FIG-3J5 /e 300 220 i i 224 302 h 304 .iJigj ggff 326 mam-1am:

. INVENTOR. HAROLD 1M PRICE BY I? AT ORNEY pril 1, 1941. H. w. PRICE 2,237,264

GEAR SHIFT'ING MECHANI SM Original FiledOct. 4, 1934 14 Sheets-Sheet S INVENTOR.

BY I &

AT ORNEY vApril1,1941. H FRICE 2,237,264

GEAR SHIFT'ING MECHANISM 2 Original Filed Oct. 4, 1934 14 Sheets-Sheet 8 /4 62- INVENTOR. Hfl/POAD. Ml. PIP/CE BY 7t ATT RNEY April 1, 1941. H. w. PRICE- GEAR SHIFTING MECHANISM Original Filed 001. 4. 1954 14 Sheets Sheet 9 INVENTOR. M25040 NPR/CE ATT RNEY April 1, 1941. w Fmcg 2 237.264

GEAR SHIFTING MECHANISM Original Filed 001;. 4, 1934 14 Sheets-Sheet 1O IGNITION SWITCH 365 INVENTOR. #225040 N P/P/CE AT RNEY April 1, 1941.- H. w; PRICE 2.237264 GEAR SHIFTING MECHANISM Original Filed Oct. 4, 1934 14 Sheets-Sheet ll INVENTOR.

HAROLD W PIP/c5 -BY I A ORNEY Apri 1,1 1- H. w. PRICE 7.264

GEAR SHIF'I'ING MECHANISM Original F iled Oct. 4, 1934 14 Sheets-Sheet 12 F/. J? V IN V EN TOR.

Mar/Pom M PRICE IATTO EY April 1, 1941.

H. W. PRICE GEAR SHIFTING MECHANISM l4 Sheets-Sheet 1Z5 INVENTOR. 1%?010 M PIP/CE Li-T A ,TORNEY m w w. H w 5 n MI M April 1, 1941.

H. W. PRICE GEAR SHIFTING MECHANISM Origin 11 Filed Oct. 4, 1934 14 Sheets-Sheet 14 INIVENTORL H/MOZD W. PR/CE BY 2t A ORNEY Patented Apr. 1, 1941 GEAR SHIFTINGMECHANISM Harold W. Price, South Bend, Ind., assignor to Bendix Products Corporation, South Bend, 11111., a corporation of Indiana Continuation of application Serial No. 746,759,.

October 4, 1934. This application November 15, 1940, Serial No. 365,836

24 Claims. (Cl. 192-.01)

This invention relates to power transmission mechanism, and more particularly to control means therefor. The invention is especially useful as a means for operating the change-speed transmission of an automotive vehicle: however, other power transmission mechanisms may equally well be controlled by my invention.

It has heretofore been proposed to employ power means for effecting a change in the ratio of transmission gearing and with such an arrangement control mechanisms for said power means have been utilized, which have been conveniently located remotely from the transmission and readily accessible to the operator. The latter, when operating a motor vehicle equipped with such a structure, had merely to operate the conveniently located control mechanism by a simple manual movement, which thereby controlled the flow of fluid to said power device to effect a change in the speed ratio of the transmission gearing. In the constructions heretofore utilized, however, the control devices operable by the operator have taken the form of rotatable valve mechanisms, push buttons and other devices, the operation of movement of which was totally dissimilar from the operation of the conventional gear shift lever, which the power mechanism had replaced. Accordingly, an operator, accustomed to operating a vehicle provided with the conventional manually operated gear shift lever, was compelled to completely change his accustomed methods of gear changing when it became necessary for him to operate a vehicle equipped with the above-referred-to remotely controlled power gear shifting device. This has been found to be a rather serious disadvantage, resulting in confusion and improper operation of the power operated changespeed transmissions.

It is therefore one of the objects of the present invention to provide a transmission gearing control mechanism so constructed as to avoid the above-referred-to difiiculties, and to this end the invention contemplates a power operated selective gear shifting mechanism so constructed and arranged that the movements of the same in effecting a control of the changing of the transmission gearing simulate in every respect the corresponding movements of a conventional manually operable gear shift lever to the end that an operator may readily operate a vehicle equipped with such mechanism in the same manner as if the vehicle were provided with a manually operable gear shift.

Another object is to provide, in a transmission gearing, controlling mechanism having gears shiftable by power, control valve mechanism for the power means, said valve mechanism being operated electrically, thereby providing a power means readily adaptablefor remote control by the operator. Such a mechanism is particularly adapted for the control of selective gear transmissions, or other power transmission mechanisms, interlocked at either end of an automotive ner as that to which he has been accustomed when manually shifting the transmission gearing.

A further object of the invention is to provide, in electrical valve operating means, a manually operable selector switch operable to select any one of a plurality of circuits, said switch cooperating with a power operated switch automatically operable, with the gear shifting operation of the power means, to control said circuits. A followup type of valve control is thus provided, whereby a manually selected valve operating electrical circuit is automatically broken, to obviate unnecessary use of current, after a gear selection has been made.

Yet another object of the invention is to provide a manually operable preselcctor switch operable, in conjunction with a plurality of automatically operable power operated switches, to control a transmission operating power mechanism.

The invention further contemplates the provision of a manually operated switch mechanism selectively operable to initiate any one of the five conventional operations of a. three-speeds forward and reverse transmission.

The invention also contemplates pressure differential operated power means operable to select and actuate the conventional shifter rods of a standard three-speeds forward and reverse transmission in the same manner as now effected by the manually operable gear shift lever.

Yet another object of the invention is to provide a transmission gearing control mechanism so constituted as to enable an operator to pre- 2 I select a desiredgear relation of the transmission while another gear relation is established, the construction being such that the establishment of a preselected gear relation is effected in a novel upon a subsequent disengaging operation of the.

clutch, thus enabling a desired gear relation to be preselected while the change-speed transmission is in another gear relation.

A further object of the invention is to provide,

in an electrically operated valve operating mechanism, a manually operated switch selectively operable to effect the operation of any one of a plurality of solenoids, together with a plurality of power operated switches automatically operable to both break a selected: circuit to deenergize the aforementioned energized solenoid and to make, in part, a new circuit preliminary to energizing a second solenoid.

A further object of the invention is to provide, in a power gear shift mechanism, electrical valve operating means comprising means selectively operable to efiect one gear selecting operation of the power means, and further comprising means automatically operable, to prepare the valve operating means for eflecting a further operation of the power means.

Yet another object of the invention is to pro-- vide switch means for controlling a power gear shift mechanism of an automotive vehicle, said means comprising a manually operated switch selectivel operable to initiate any one of the conventional three-speeds forward and reverse operations of the gear shift mechanism, and further comprising a power operated switch mechanism operable automatically, with the aforementioned operation of the shift mechanism, to facilitate a subsequent operation of the shift mechanism.

A further object of the invention is to provide switch means for controlling a power gear shift mechanism, said means being operable, after a gear selection has been made, to place the transmission in neutral by merely flicking or momentarily operating a manually operable switch member.

Yet another object of the invention is to provide a power gear shift mechanism operable to 'place the transmission in neutral with a momentary operation of a manually operated switch, said operation initiating the operation of a power operated switch, which isautomatically operated to maintain the transmission in neutral when the transmission reaches a neutral position.

A further object of the invention is-to provide, in a power gear shift mechanism, electrical vide separate pressure differential operated units for operating the clutch and transmission, said units being controlled by an accelerator operated pilot valve. In addition to the fluid interlock between the clutch and transmission power operators, the invention contemplates an electrical interlock, whereby the transmission operating means may be rendered operative to shift gears only when and if the clutch is disengaged. With such a mechanism, therefore, the transmission may be power operated only when the accelerator is released and the clutch is disengaged.

-'I'he invention also contemplates the provision of a clutch motor operated switch operable to render inoperative an electrically controlled power gear shift mechanism when the clutch .is engaged.

anism, and compact and effective designs of electrical selector switch and solenoid operated valve mechanisms, will become apparent from a reading of the following specification,taken in conjunction with the accompanying drawings. It is to be expressly understood. however, that the drawings are employed for purposes of illustration only and are not designed as a definition of the limits of the invention, reference being bad for said purpose to the appended claims.

Figure 1 is a diagrammatic view of the clutch and transmission operated power gear shift mechis suggested a manifold vacuum operated switch mechanism interlocked with the accelerator,

whereby with both a release of the accelerator and a stopping of the engine the switch'is rendered operative to close an ele'ctricalcircuit and so operate the power means as to neutralize the anism constituting my invention;

Figure 2 is a wiring diagram of the electric features of the gear shift mechanism of Figure 1;

Figure 3 is a longitudinal sectional view of one of the pressure differential operated shifter rail operating motors;

Figure 4 is a plan view partly in section, of the shifter bar operating mechanism of the invention, disclosing in particular the shift rail construction and the pressure differential motors for operating the same;

Figure 5 is a sectional view, t ken on the line 5-5 of Figure 4, indicating th details of the shifter bar selector mechanism;

Figures 6 and 7 are sectional views, taken respectively on the lines i'-6 and of Figure .4, of the wiper switch mechanism;

Figure 8 is a vertical sectional view of the control valve of the power gear shift mechanism of Figure 1;

Figures 9 and 10 are sectional views, taken on thelines'9-9 and Ill-40 of Figure 8, disclosing selections of the transmission;

Figure 15 is a longitudinal sectional viewof 'the selector switch mechanism of Figure 1:

transmission: if desired, the switch, may at the same. time close a circuit to effect a irecranking of the engine. a ,7 Yet another object of the invention is to pro- Figure 16 is a partial plan view of the selector switch of Figure 15, disclosing the H-shapedslot structure;

Figures 17, 18 and 19 are sectional views dis closing details-of the selector switch mechanism, the views being taken on the lines 11-41, l8--i8 and l9l9, respectively, of Figure 15;

Figure 20 is a longitudinal sectional view of the clutch operating pressure differential motor;

Figure 21 is a sectional view of the control valve of the clutch control mechanism;

Figure 22 is a sectional view of the inertia operated valve of the clutch control mechanism;

Figure 23 is a wiring diagram of a modified form of power gear shift mechanism, this embodi-' ment also disclosing a clutch controlled fluid pressure operated circuit breaker as distinguished from the mechanically operated breaker of Figures 25 and 26;

Figure 24 discloses-in detail the structure of the fluid pressure operated circuit breaker of Figure 23;

Figures 25 and 26 are wiring diagrams disclosing, in addition to the electrical valve operating mechanism of Figure 23, different forms of electrical means for automatically neutralizing the transmission when the engine dies and the accelerator is released;

Figure 27 is a sectional view of a combined vacuum and accelerator operated engine starter and transmission neutralizing switch means;

Figure 28 is asectional view, taken on the line 28-28 of Figure 27, disclosing certain details of the switch mechanism of Figure 27;

Figure 29 is a fragmentary sectional view of the shift rail operated switch mechanism of Figures 23, 25 and 26;

Figure 30 is a. longitudinal sectional view of another embodiment of selector switch mechanism;

Figures 31 and 32 are sectional views of the switch mechanism of Figure 30 taken respectively on the lines 3l-3l' and 3232 thereof;

Figure 33 is a diagrammatic view of a shift rail construction differing somewhat from that disclosed in Figure 4;

Figure 34 discloses, in perspective, a unitary type of gear shift operating power mechanism mounted upon a standard transmission;

Figure 35 is a view, in perspective, disclosing the unitary gear shift mechanism of Figure 34;

Figures 36 and 37 are sectional views, taken on the lines 3636 and 31-31 of Figure 34, disclosing details of the shifter mechanism;

'Figure 38 is a view, taken on the line 38-38 of Figure 37, disclosing a portion of the wiper switch of Figure 37;

Figure 39 is a top plan view, taken on the line 3939 of Figure 35, of the control valve mechanism of Figure 3 Figure 40 is a bottom plan view, taken on the line 4840 of Figure 35, of the control valve mechanism of Figure 34;

Figures 41, 42 and 43 are sectional views disclosing details of the control valve of Figures 34 and 35, the sections being taken respectively on lines 4l4i, 42-42 and 4343 of Figure 40;

Figure 44 is a sectional view, taken on the line 44-44 of Figure 41, disclosing further details of the control valve, particularly the valve passages thereof;

Figure 45 is a partial, sectional view, taken on the line 45-45 of, Figure 39, disclosing in detail the principal air passages of the control valve;

Figure 46 is a diagrammatic view of a mechanism for interlocking the accelerator and shifter rods of the transmission to permit an operation of the accelerator only when the transmission is in gear or in neutral; and

Figure 47 is a sectional view disclosing in detail the check valve disclosed in Figure 1. g Referring to Figure 1, there is disclosed a com ventional three-speeds forward and reverse transmission housing 18 associated with a clutch housing l2 located, as usual, at the rear of the engine l4. The transmission mechanism within the housing It is designed toafford variable speeds between the conventional driving mechanism and the propeller or driven shaft I.

The aforementioned conventional mechanisms are not a part of this invention, the latter being directed to remotely controlled power means for operating the clutch and transmission in such fashion as to simulateaconventional manual operation thereof. The invention is, however, particularly directed to the transmission operating power means.

As disclosed in Figures 4 and 5, the conventional transmission comprises shifter rods l8 and 28 adapted to be moved lengthwise to eflect a desired gear relation. These rods are normally shifted by means of a manually operated shift lever. However, such lever is supplanted, in the instant'invention, by a shift rail, or what may be termed a power bar 22, selectively operated by pressure differential operated power means controlled by the driver.

The power means preferably includes a double-acting motor 24 conveniently secured to a portion of the chassis as disclosed in Figure 1, said motor including a cylinder 26 and a piston 28, the latter being operativelyconnected to the shifter rail 22 by a link 38 and a lever 32 and serving to impart lengthwise movement to the rail to select the desired gear ratio of the transmission. The -rail is moved laterally to select the desired shifter bar by meansof a second unit of the power means; namely, a motor 34 disclosed in Figures 4 and 5. The motor comprises a housing 36, preferably fixedly secured to a transmission cover plate 38, and a power or diaphragm element 40, the latter being operatively connected to the rail 22 through the intermediary of a forked coupling member 42, links 44 and 45 and lever 46. As disclosed in Figure 5, the rail is positioned within the member 42 by rollers 48 and 50 and a compression spring 52, interposed between a side member 54 of the transmission cover and a stop 66 mounted on one end of a pin 58, the latter pivotally secured to the member 42.

The pressure differential motor mechanism'of the invention further includes a1 single-acting motor 68 comprising a cylinder 62', and a piston 64, the latter operatively connected to the clutch by means of a rod 66 and a crank 68. A clutch pedal member 18 is connected to the crank 68 by a lost motion connection, not shown, whereby the clutch may be selectively operated either manually or by power. Stops l2 and 14 serve to determine the off positions of the crank 68 and pedal m.

The above-described clutch and transmission operating motors are controlled by valvular means including a pilot valve unit 16, Figure 21, operated by an accelerator pedal 18 through-the intermediary of linkage 88, and an electrically operated controlling valve unit 82, detailed in Figures 8 to 14, inclusive. The pilot valve 16 functions, at closed throttle, to interconnect the intake manifold as a source of vacuum power with the clutch motor 66 and thevalve unit 82.

The fluid connection includesconduits 84, 86 88, 88 and 92. It will be apparent, therefore, that parallel and that the valve 16, in series in the connection with the manifold, controls the flow of power fluid to both the motor and the valve. The transmission operating power means may not, therefore, be operated until the accelerator is released and the clutch disengaged. The fluid' circuit is described, disclosed and claimed in an application of Victor W. Kliesrath and Roy S. Sanford, Serial No. 580,434, filed December 11, 1931.

If desired, avacuum storage tank 94 may be incorporated in the system, the same being connected to the conduit 92 by a short conduit 66 and to the conduit 86 by a conduit 96 and a check valve I00, the latter serving to maintain the tank evacuated when the engine is not running. Stop cocks I02 and I04 are incorporated in the conduits 92 and 66 respectively to select either the manifold or the tank as a source of vacuum for the transmission operating power means. The check valve I00, which is disclosed in detail in Figure 47, includes a hollow casing I01 having a vacuum port I03 therein and a tubular plug I05 threadedly mounted in the base portion of the casing. A valve member, including a plug I01 and a cylindrically shaped part I05 tightly fitted together is seated by the force of gravity upon the upper edge of the hollow plug I05, said edge portion constituting a valve seat. The space outlined by the lower face of the valve part I01 and the wall of the plug I05 may be defined as a compartment H5. The valve part I09 is made to losely fit within a substantially tubular shaped recess I II in a plug II3 threadedly mounted in the top of the casing IOI. Accordingly, the gaseous pressure within a dome portion II1 of the recess III is at all times equal to that within the interior of the hollow casing ml, which is, as disclosed in Figure 47, open to the vacuum port I03.

Describing the operation of this check valve whenthe gaseous pressure within the tank 64 is substantially higher than the gaseous pressure within the intake manifold, the aforementioned valve I01, I09 will, by virtue of the difference in gaseous pressures within the dome portion II1 of the compartment II5, be moved upwardly to thereby unseat the valve and permit a partial evacuation of the tank. When the gaseous pressures within the tank and manifold are equal or substantially equal then the valve I01, I09 will, by the force of gravity, be receded. Or, if the gaseous pressure within the manifold is suddenly raised, for example by a depression of the accelerator pedal, their the valve I01, I06 will be reseated by virtueof a reversal of the differential of pressure acting upon the valve; that is the gaseous pressure within the dome II1 acting uppatent of victor w. Kliesrath, No. 2,092,256, is-

sued September 7, 1937, comprises a casing. I I2 on the top face of the valve part I09 will be greater than the gaseous pressure in the cornpartment II5 which. is in fluid .transmitting connection with the tank 64.

The above merely givesa brief description of the principal elementsof the invention, and such elements, together with the operation of the mechanism, will now be described in detail. The clutch motor, detailed in Figure 20, is not claimed herein, inasmuch as the same constitutes the subject matter of a patent of Victor W. Kliesrath, No. 2,173,116,.issued September 19, 1939.

The piston of the motor is connected to link 66 by a valve connection comprising parts I06 and I06 interconnected by a spring H0 in series with said parts.- Theaccelerator operated pilot valve 16, dis closed, ;descrlbed and claimed in the of the instant invention.

housing an accelerator operated plunger Ill and acut-ofl. plunger II6 operably connected, by a Bowden control I II, to a manually operated control or indexing mechanism I20, Figure 1. This latter mechanism, which may be conveniently mounted on the dash, comprises a pressure regulating valve I22 incorporated in series in the fluid connection with the manifold. The control I20 includes three selections; namely, a complete cut out of the valve I22, an operation of said valve to establish the clutch motor as an assistor mechanism without, however, so diminishing the maximum, vacuum as to render the power gear shift mechanism inoperative, and, lastly, an operation of the cut-off valve II6 to render both the clutch and the transmission means inoperative.

Describing now the operation of the clutch control mechanism, upon release Of the accelerator, the valve plunger H4 is moved to the right, Figure 21, to interconnect the manifold and clutch motor via. conduits 64, 86 and 88, a valve port I24, a recess I26 in the cut-oil plunger II6, valve ports I28 and I30. recess I32 in the valve plunger H4 and conduit 90. The clutch motor is thus evacuated and the clutch disengaged, an inwardly opening valve I34 in the motor 60 permitting the piston 64 to move to the right, Figure 20. With this operation the spring IIO is compressed to unseat a valve I36. Upon depressing the 'accelerator, 'the throttle, not shown, is operated by linkage I38 and the valve plunger H4 is moved to the left, Figure 21, to cut off the connection with the manifold and vent the clutch motor to atmosphere via a slot I40 in the plunger H4 and conduit90. The clutch springs then serve to engage the clutch, the first phase of the engaging movement being relatively rapid by virtue of the relatively rapid efilux of air from the clutch motor via openings I42 in the member I08 and the valve I36. When the clutch plates have contacted, the spring IIO expands to close the valve I36 and the remainder of the engagement of the clutch is controlled by means of a tapered bleed slot I44 in the accelerator operated plunger II4, controlling the flow of air from the clutch motor to the slot via a conduit I46. If desired, a vehicle inertia operated valve unit I48 may be incorporated in the bleed conduit I46. This valve constitutes the subject matter of an application of Harold W. Price, Serial No. 622,513, filed July 14, 1932, and is not claimed herein. The inertia operated valve comprises a casing I50 housing a pendulum bob I52, the latter being operatively connected to a spring balanced valve plunger I54 recessed at I56 to open and close the-conduit I46. At or clutch is thus controlled by the accelerator, andwith the accelerator released and the clutch disengaged the transmission may then be operated, as will now be described in detail.

The electrical means for controlling the valvular means of the transmission operating power means constitutes the most important feature bodimentv of this control is disclosed diagrammatically in Figure 2. Referring first however.

The preferred emdisclosed in detail in Figures 8, 9 and a casing I88 ported at I68 to receive the vacuum supply conduit 92, ported at I62 and I64 to receive conduits I66 and I68, connected one to each end of the motor 24, ported at I18 to receive a conduit I1 I connected to the motor 34, and ported at I12,

1 I88 and I88 providing, with the end portions as armatures, solenoids I92 and I94 to operate the valve. Return springs I96 and I98 serve to bias the plunger to the position disclosed in Figures 8 and 9, both end compartments 288 and 284 of the cylinder 26 being then vented to atmosphere. There is thus provided, with the aforementioned construction, two separate and distinct threeway valve units to control the energization of the motor 24.

The valve unit further includes a third threeway valve for controlling the motor 34. This valve comprises a plunger 286 having full-bodied portions 286 and 2 I8. The upper end of the plunger, together with a winding 2I2, constitutes a valve operating solenoid 2 I 4.

The solenoids I92, I94 and 2I4 are preferably controlled by a manually operated selector switch M6 and a power operated switch 2I8. The switch 2I6 preferably comprises a hollow casing 228, rigidly secured to the steering column 222 and is provided at its end with a box-like housin 224 slotted on its top to simulate the H-shaped gear shift lever receiving slot of the conventional gear shift mechanism. A rod 226, slidingly and rotatingly mountedat 228 in the casing, serves as an operating means for the switch mechanism comprising an insulator support 238 to which is secured a contact plate 232 having a series of depressions 234 therein, and further comprising V an insulator support 236. The plate 232 is con nected to a battery 238 by means of a lead 248, a"

circuit breaker 242, operated by the clutch through the intermediary of linkage 244, being incorporated in the connection. A contact rin 246 is secured to the support 236 by a plurality of contact pins 248 having rounded heads 258 adapted to fit within the depressions 234. The ring is further secured to the support by a contact pin 252 having a rounded head 254 adapted to abut any one of three contact pins 256, 258 and 268, the latter serving to secure three contact clips 262, 264 and 266 to the support 238. The insulator support 236 is non-rotatably mounted on the rod 226 by a key 268, and is urged to the left to maintain the aforementioned contacts by means of a compression spring 218. A member 212, secured to the outer end of the rod, serves as a support for a selector arm 214 or dummy gear shift lever adapted to fit within the aforementioned H-shaped slot. The arm is preferably conveniently positioned adjacent the periphery of the steering wheel so that the driver may actuate the arm by his finger tips without removing his hand from the wheel.

The power operated switch 2I8, which is of the wiper type, comprises a U-shaped plate 216 slotted at 218 to receive a pin 288, the latter being secured to the shift rail 22. An arm 282, extending from the plate 216, serves as a support for two insulated contact wipers 284 and 286, the latter adapted to complete electrical circuits through insulated contact bars 288. 298, 292 and 294 wired respectively to the solenoids I84 and I92 and the contact clips 262 and 266 in the selector,

switch. The wiper switch further comprises a contact bar 236 wired to the clip 264.

Describing now the operation of the aforementioned mechanism, upon release of the accelerator, with the engine idling, the pilot valve 16 is actuated to both disengage the clutch through the intermediary of motor 68 and interconnect the source of vacuum with the transmission controlling valve unit 82. With the disengagement of the clutch, the circuit is completed at the breaker 242, making possible the operation of the valve unit to operate the transmission. Assuming the selector arm 214 in a neutral position, in which it is biased to the right by a spring 298, contact will be made between pins 252v and 258, completing an electrical circuit only as far as the bar 296.

Should the driver now desire to Place the transmission in low gear, the arm is moved to its low gear position in the H slot. A movement 61 the arm and its connected rod 226 laterally to the left against the action of the spring 298 serves to register a pair of spring contact clips 888 and 382, connected respectively with the hot wire 248 and the solenoid 2I4, with a copper contact sleeve 384 on the rod 226. The solenoid 2I4 is thus energized, moving the valve plunger 286 upwardly to the low and reverse gear position of the valve member, disclosed diagrammatically in Figures 11 and 13. A fiuid circuit between the evacuated intake manifold and the motor 34 is thus established, energizing the motor to angularly move the shift rail about its connection 386 with the lever 32 as a pivot. The fluid circuit includes the conduit 92, port I68, valve recess I86, a duct 388, valve recess 3I8, port I18 and conduit I1I. In effecting this lateral shift, the rail 22 is forced to the right, compressing the biasing spring 52. To one end of the rail there is secured an arm 3I2, Figure 4, extending from a lever member 3I4, the latter being universally mounted within a projection extending from the transmission cover 36.

The lower end of the member 3I4 is adapted to fit within notches 3 I 6 and 3I8 in the shifter bars I8 and 28 respectively. A pin 328 serves to maintain the lever member 3I4 within the selected notch during the shifting operation. Normally, the spring 52 maintains the member 3I4 housed within the bar I8, as disclosed in Figure 4. The structure just described is in general similar to the shifter bar construction disclosed in Figure 33.

In effecting the low gear position of the arm 214 the contact pins 252 and 256 are also registered to complete the circuit to the solenoid I94 via lead 248, usually defined as the hot wire, one of the pins 248, plate 232, ring 246, pins 252 and 256, clip 262 and bars 288 and 292. With the energizati-on of solenoid I94, the valve plunger I88 is moved to the left, Figure 8, completing the fluid circuit, between the manifold and the com- I .partment 288 of the motor 24, Via conduit 92,

recess I86 and conduit I66. The motor is thus energized to move the shift rail and its interconnected low and reverse gear shifter rod 28 to establish a low gear selection of the transmission. It is to be noted, however, that by virtue of the particular switch construction just described the motors 34 and 24 are operated successively, thus insuring the selection of the shifter bar 28 before the longitudinal movement thereof.

Completing the description of the aforemenspring I33 to'return the plunger I30 to its off 1 position. The breaking of the solenoid circuit effects a saving of current during traffic light changes and at all other times after the clutch has been disengaged and the shift has been completed. Y

The transmission now having been placed in low gear, the accelerator is depressed to engage i the clutch and accelerate the vehicle by opening the throttle.

Assuming the driver now desires to .place thei transmission in second gear, the accelerator is again reelased to disengage the clutch and close the circuit breaker 242. The arm 214 is then moved, both by the pressure of the fingers and the spring 233, to its second gear position, whereupon the contact between the fingers 333 and 302 and sleeve 304 isbroken to deenergize the solenoid M4 and permit a spring 322 to return the i valve plunger 203 to its oif position. The motor 34 is thus deenergized by venting the same to atmosphere via port I13, a recess 324 in the plunger 203, port I10 and conduit I'll. then rendered operative, tending to move the shift rail to the left. Figure 4. The second gear position of the selector arm also serves to energize the solenoid I32 by completing a circuit via pins 252 and 260 and bars 230 and 234. The valve plunger I30 is thus moved to interconnect the manifold and compartment 204 of the motor 24, energizing the latter and returning the rail to its neutral position, whereupon the spring 32 moves the-rail to the left. as disclosed in Figure 4, registering the'member 3I4\with the shifter bar I3. The motor 34, being energized, continues to operate, completing the second gear shift.

The shift into second gear having been completed and the vehicle accelerated, the selector arm is then moved to its high gear position, whereupon the solenoid I34 is again energized, withoutrhowever, energizing the solenoid 2 I 4, and the shift is ultimately eflected as will be obvious from the aforementioned description: likewise, the transmission may be shifted into reverse gear from neutral by successively ener izing the solenoids 2H and I32. The arm is preferably of two-diametered construction, a smaller section 323 fitting within the reverse gear section of the H-shaped slot, which is of smaller width than the remaining sections. In order to select a reverse gear operation of the transmission it is necessary for the operator to raise the arm 214 upwardly, against the action of a spring 323, a locking pin 323 moving out of registry with a slot 330. The arm 214 may then be moved forwardly to reverse gear position.

The selector switch 332, disclosed in detail in Figures 30, 31 and 32, is not claimed herein, inasand 233 are both out of registry with the bar 233 to automatically deenergize the solenoid I32.

Brlefiy reviewing the above, it will be apparent that in the'operation of the dummy shift lever to operate the transmissionthere is provided a member simulating in every detail the operation of the conventional manually operated shift lever. There is diagrammatically disclosed in Figure 23 a modified form of electrical valvecontrol 'means. As with the preferred modification, a manually operated selector switch 332 cooperates with. an automatically operated power or motor operated'switch334, Figure 29, to control the solenoidsfof a control valve, the latter-being a duplicate of the valve previously described.

much as the same is described. disclosed and claimed in a patent of Victor W. Kliesrath,,No. 2,219,323, issued October 29, 1940.

It is believed that the structure of the modification of Figure 23 is best made clear by describing the operation of the mechanism. As with the previously described mechanism, upon releasing the accelerator the clutch is disengaged by power and a battery 333 placed in circuit with the valve controlling means with the closing of a circuitbreaker 333.

The spring 32 is Should the driver desire to shift the transmission into low gear, a selector arm 333 and a rod 340, normally biased by'a spring 342 to a neutral position, are pressed to the left to compress a spring 344 and complete a circuit between the battery and the'solenoid 2 I4 via contacts 343 and Upon bringing the vehicle to a stop with the transmission in high gear, the usual practice is to neutralize the transmission, and with the instant invention this is effected by moving the selector arm to its neutral position. The solenoid I32 is thus energized, the circuit being completed as previously described, energizing the motor 24 operably connected with the rail 343, the latter being shown diagrammatically in Figure 23. The rail and its connected shifter bar are thus moved to the right to establish the low gear selection of the transmission.

According to a particular feature ofthe mechanism being described, the movement of the shift rail serves first to permit a spring pressed pin- 333 to ride up on a cam face 333, forming the solenoid I32 and also to the contact 313 of the selector switch, and the contact 313 is wired to the battery. It follows therefore that the initial movement of the shift rail effects an energization of the solenoid I32, counteracting the eflect, upon the valve piston I30, of the energized solenoid I34.

However, with the particular construction of the valve it is apparent that the position of the same will not be disturbed; this byvirtue of the greater depth of the armature of .solenoid I34 within its winding than that of the armature of the solenoid I32. 

